Ignition switch for boats



Get. 17, 1950 D. ZURlT EIAL 2,526,446

IGNITION swI'rcH FOR sous Filed Oct. 29, 1945 2 Sheets-Sheet 1 20 40 g 234 s Y. L a 14 73 k m INVENTORS ATTORNEY Oct. 17, 1950 D. ZURlT ETAL Filed Oct. 29, 1945 IGNITION SWITCH FOR BOATS 2 Sheets-Sheet 2 5F 8 47 -2 1 k :57 95 5g 196' 1 IGNITION I 26 32 BLOWER SYSTEM b .L. QMINXESIIITORS U 4 X;-; lv\\\- --u ATTORNEYS Patented Oct. 17, 1950 7 2,526,446 IGNITION SWITCH FOR BOATS David Zurit, Teaneck, and Frank H. Holmes, East Orange, N. J.

Application ctober'29, 1945, Serial No. 625,234

4 Claims. (01. 171-97) In motor boats and cruisers that have gasoline engines in closed engine compartments, explosive mixtures of gasoline fumes and air sometimes accumulate in these closed compartments. The danger is especially serious in the case of pleasure boats that are not used often. Even though the fuel line connections are tight and free of leaks, the temperatures in such boats is high: in hot weather with the sun beating on their decks and hatches, and gasoline fumes are likely to escape from the carburetor.

There have been many explosions and resulting loss of life when boat operators have attempted to start engines while the engine compartment was filled with an explosive mixture. In order to overcome the hazard, some boats are equipped with blowers for changing the air in the engine compartment before starting the engine and various arrangements have been devised for reminding boat operators to use the blower before attempting to start the engine. People are inclined to take chances, however, and often neglect to use the blower because of the delay.

It is an object of this invention to increase the safety of boats by removing explosive gas fumes from the engine compartment before the engine can be started; and it is a feature of the invention that the operator has no choice whether he will use the apparatus or not. The invention is combined with the ignition system of'the engine in such a way that no ignition is available for starting the engine until after fumes have been removed from the engine compartment.

The preferred embodiment of the invention includes a blower associated with the engine compartment in such relation that operation of the blower removes any explosive fumes from the engine compartment when the blower is started by movement of the ignition switch to its on position. The actual closing of the ignition circuit is delayed while the blower runs and the combination preferably includes a signal for indicating when ignition for the engine is available so that the boat operator will know when to operate the starter.

Another feature of the invention relatesto a timer which is preferably spring operated and provided with means by which movement of the switch-operating handle into the "on position tensions the timer spring.

Other objects, features and advantages of the invention will appear or be pointed out as the description proceeds.

In the drawing, forming a part hereof, in which like reference characters indicate corresponding parts in all the views, a v

Figure. 1 is a side view of a small cruiser equipped with this invention, part of the hull of the cruiser being broken away to show the engine compartment. V 1

Figure 2 is an enlarged front elevation of the ignition switch shown in the combination of Figure l. 1

Figures 3 and 4 are detail views showing the opposite sides of the switch-operating mechanism of the ignition switch shown in Figure 2. v

Figure 5 is a bottom view of the ignition switch of Figure 2. i

Figure 6 is a wiring diagram for the ignition switch of Figures 2 to 5 and the circuits that it controls.

The cruiser shown in Figure 1 includes a hull [0 in which there is an engine II for driving a screw 12. The engine I l is attached to an engine bed [4 in-the bottom of the hull, and the engine is enclosed in a chamber or compartment formed by a cockpit floor I1 and a bulkhead l8 that sepa= rates the engine compartment from they living quarters of the cruiser. l

The engine H has spark plugs whichare supplied with high tension power from a dis,- tributor 2| through conductors 22. Power is sup plied to the distributor 2| from a spark coil 23. This spark coil is connected with an ignition switch on a binnacle stand 26 at the forward end of the cockpit. A conductor 28 connects the switch 25 with a battery 30 which is locatedin the engine compartment, or elsewhere within the hull. Another conductor 32 connects the switch 25 with a motor 33 supported from the bulkhead l8 by a bracket 34.

The motor 33 drives a blower 36 located in .the engine compartment. This blower 36 has an outlet conduit 31 connected with a ventilator 38 that opens through theside of the hull Ill. The blower 36 draws air and gasoline fumes from the engine compartment l6 and exhausts these fumes to the outside atmosphere. 1

It is not essential that the blower 36 be located in the engine compartment. It is sufficient that the inlet side of the blower communicate with the engine compartment, but the location of the blower in the engine compartment itself avoids the necessity of pipes or ducts leading to the blower inlet. Unless some special motor is used. it is important that the motor 33 be located outside of the engine compartment so that sparks from the motor brushes cannot cause an explosion. In the construction illustrated,the motor 33 is connected with the blower 36 by a shaft extending through the bulkhead l8, and packing 40 is preferably provided for preventing the escape of the fumes from the engine compartment I6 into the cabin where the motor 33 is located.

The construction of the switch is shown in Figures 2 to 5. This switch has a front panel which is attached to the front wall of the binnacle stand, or any other suitable support. Behind the front panel 45 there is a frame 41 in which is housed an escapement mechanism indicated by the reference character 49 in Figure 5. This escapement mechanism is preferably a spring-operated clockwork and the details of it need not be described for a complete understanding of this invention.

For purposes of this invention it is sufficient to understand that the escapement mechanism 49 has a spring 5| which is tensioned by moving a lever 52 to the right in Figure 4. This lever 52 has an offset end which extends through a slot 54 in the side of the frame 41. This offset end of the arm 52 is in the path of the end55 of the switch handle 56 so that movement of the switch handle into the dotted line position shown in Figure 4 pushes the end of the lever 52 toward the right-hand end of the slot 54 and tensions the spring of the escapement mechanism. As long as the handle 56 remains in its lowered position, it holds the lever 52 at the right-hand end of the slot 54 andkeeps the escapement spring under tension. The escapement cannot begin operating until the handle 56 is moved up into the full line position shown in Figure 4 so that the lower end 55 of the switch handle 56 is away from the lever 52, and the lever 52 is free to move toward the left as the escapement mechanism runs.

The escapement mechanism also includes a latching lever 59 supported on a pivot 59 attached to the frame 47. The upper end of this lever 58 extends out through a slot 60 in the side frame, and .the lower end of the lever 58 is attached to one end of a spring 62. The other end of the spring is anchored on one of the fixed columns 63 of the frame 4-1. causes the lever 59 to normally occupy a position in which the upper end of the lever contacts with the left-hand end of the slot 60, and in this position the upper end of the lever 58 is in the path of a switch operator 65 and prevents upward movement of that switch operator.

When the switch handle 56 is moved down into the lower, dotted line position, and the lever 52 is moved to tension the spring of the escapement mechanism, the escapement operates for a predetermined length of time at the end of which it moves the lever 58 so that the upper end of that lever is out of the path of the switch operator 65, leaving the switch operator 65 unlatched and free to move upward under the spring bias imparted to it by the actuation of the handle.

The switch operator 65 is connected with pivots 6! and is movable between abutments 68 and 69 that extend out from the side of the frame 41. The switch handle 56 is also supported by the pivots 61 and it moves within the limits imposed by upper stops '12 which extend from both sides of the frame 4?, and a lower stop "I3 (Figure 3) on the side of the frame 41 opposite to the lever 52.

h is a fi ing 15 connected to the switch handle 56 in the region of the right-hand pivots 61, and a spring 76 is compressed between the fitting 15 and the free end of the switch operator 65. The switch operator has its center portion cut out for receiving the spring 16. The fitting I5 is so correlated with the range of movement 4 of the switch operator 65 that it shifts the forward end of the spring I6 into position to urge the switch operator upward when the switch handle 56 is up, and downward when the switch handle 56 is down, the action being equivalent to a toggle with the spring I6 as a compressible link.

On the other side of the side of the frame 41 there is a switch operator 80 (Figme 3) that moves about the pivots 6'! on that side of the structure, and there is a fitting 82 connected with the switch handle 56 and confining a spring 84 that gives theswitch operator 60 an upward or downward bias when the switch handle 56 is up or down respectively.

There are stops 88 and 89 extending out from the side of the frame 41 for limiting the movement of the switch operator 80. Operation of the switch handle 56 from the full line to the dotted line position shown in Figure 3 causes the fitting 82 to move the forward end of the spring 81 until it shifts the switch operator 80 into its lowered position in contact with the abutment 89. Movement of the switch handle 56 back to its upper tending inward from the housing 9| and supporting switch discs and 96, respectively, that are made of fibre board, or other electrical insulating material, and that carry contact arms. These discs 95 and 96 have notches for receiving the The tension of the spring 62 7 ends of the switch operators 80 and 65 respectively. Movement of the switch operators 80 and 65 causes the discs 95 and 96 to turn through a limited angle and this turning of the discs 95 and 96 changes the switch contacts.

Figure 6 shows two contact arms IOI and I 92 attached to both of the discs 95 and extending down from between these discs 95. The contact arms |0| and I02 touch contacts I05 and I66 when the discs 95 are in the position shown in Figure 6. The contacts I05 and IE6 are preferably attached to the housing 9|, and there is another contact IllI connected with the housing 9| at such location that when the switch operator 66 moves upward and shifts the notches of the discs 95 into the dotted line position shown, the contact arm |0| touches the contact I06, and the contact arm I02 shifts to the dotted line position and touches the contact I01. The upper ends of the contact arms I 0| and I 02 are connected by a conductor I09.

The discs 96 have two contact arms I II and H2 which touch the contacts 5 and H6 when the discs 96 are in the position shown in Figure 6. When the discs 96 are moved by the switch operator 65 through an angle that locates the notch in the discs in the dotted line position shown, the contact arm moves into position to touch the contact I I6, and the contact arm ||2 moves into the dotted line position where it touches another contact II'I supported on the side wall of the housing 9|. The upper ends of the contact arms II I and I I2 are connected by a conductor H9.

When the switch handle 56 is in its down or "off position, the switches are in the positions shown in Figure 6. When the switch handle 56 is in its off position, there is a circuit fromthe battery through the conductor to thejcontact I06, and through thec'oritact' arms I02 and IM to the contact I05. The circuit is open at this contact I however, in the wiring diag uim illustrated, and no, power is; supplied tol'either l the ignition system 23 or the blower motor is ii'with the contact arms in the positions shown. ,1

Actuation of the handle 50 into its upper or on position causes the switch actuator 80 to turn the discs 95 into the position where the contact arms NH and I02 establish a circuit between the contact I06 and I01. This same movement of the switch handle 56 moves the spring of switch operator 65 into position to bias the switch operator 65 upward, but the lever 58 (Figure 4) latches the switch operator 65 in its down position and the discs 96 remain in the full line position shown in Figure 6.

The initial operation of the switch handle 56 into the on position, therefore, establishes a circuit from the conductor 28, through the contact I06, the contact arms of discs 95, and through contact I01 to the contact II6. From this contact II6 the circuit is closed through the contact arms I I2 and III to the contact H5, and through the conductor 32 to the blower motor 33. The blower motor runs, and operates the blower to remove fumes from the engine compartment, until the timer or escapement mechanism of the switch shifts the lever 58 out of the path of the switch operator 65 so that the spring I5 can snap the switch operator 65 into its upper position and turn the discs 86 into position to bring the contact arms III and H2 against the contacts II 0 and II! respectively.

This movement of the discs 96 and contact arms III and H2 breaks the circuit to the contact I I5, through which power is supplied to the blower motor, and establishes a new circuit from the contact II v? to the contact H1 and through a conductor I20 to the ignition system 23. At the end of the predetermined period for which the timer is set, the blower is thus stopped, and power is supplied to the ignition system so that the engine can be started.

Although the tick ng of the escapement mechanism is loud enough in practice to indicate to the boat owner whether the t mer is still running and has not yet released the switch operator and turned on the ignition, the preferred embodiment provides additional signal means so that the boat owner can tell from a distance whether the blower is still operating or whether the ignition system has been turned on and the engine can be started. These additional s gnal means compri e small incandescent bulbs I25 and I26 located behind the panel 45 in position to illuminate jewel windows I30 and I3I, respectively, in the front panel 4'3. The windows I30 are preferably red. and the windows I3I green. The lamps I25 are connected in parallel with the blower motor 33 and remain illuminated as long as power is supplied to the blower motor. The lower signal. lamps H26 are connected in parallel with the coil of the ignition system 23 and are lighted whenever power is supplied to the ignition coil.

Various changes and modifications can be made in the invention, and other types of t mers can be used for delaying the closing of the ignition switch and for shutting off the power to the blower. Terms of orientation are, of course, relative, and some features of the invention can be used in combinations other than those illustrated 6- without departing from the invention as defined in the claims.

We claim as our invention:

1. An ignition'control for a motor cruiser, said control comprisinga selector switch operable between two positions, in one of which the switch closes a circuit for a blower motor and opens a circuit for an ignition system, and in the other of which the switch closes the circuit for the ignition system and opens the circuit for the blower motor, and another switch in series between the selector switch and a circuit for connection with a battery or other source of power, a manual operator on the switch that is in series with the selector switch, a timer connected with the selector switch and operable to shift the selector switch from its motor circuit closing position to its ignition circuit closing position, and connections between the manual actuator and the timer for starting the operation of the: timer when the manual actuator is operated to close the switch that is in series with the selector switch.

2. An explosion prevention, ignition control for motor boats, said control comprising switch means including a first conductor for connecting the switch means in the circuit of a blower motor, a second conductor for connecting the switch means in the circuit of an ignition system for the boat motor, a third conductor for connecting the switch means with a battery or other source of electric power, elements within the switch means and operable in one condition to open the circuits from the power source to both the blower motor and ignition system, a manuallymovable actuator on the switch means for changing the condition of the elements in the switch means to close a circuit from the power source conductor to the blower motor conductor, a timer connected with the switch means and set in operation by the movement of said actuator to close the circuit to the blower motor, and elements within the switch means and actuated by the timer to open the circuit from the power source to the blower motor and to close a circuit from the power source to the ignition system.

3. A safety ignition system for motor cruisers including first switch means for selectively connecting a battery or other power source with a blower motor or an ignition system, other switch means operable between two positions, in one of which it causes both the motor and ignition system circuits to be open and in the other of which it puts the control of the motor and ignition system circuits under the control of the first switch means, a manual actuator connected with said other switch means, a timer operably connected with the first switch means for causing said first switch means to move from the position that connects the motor with the power source to a position that connects the ignition system with the power source, and signal means that change with the operation of the first switch means for indicating to an operator when the circuit of the ignition system is closed.

4. The safety ignition system described in claim 3 and in which the signal means comprise different colored lights, one connected with the motor circuit and the other with the ignition system circuit for display when the respective circuits are closed.

DAVID ZURIT. FRANK H. HOLlVIES.

(References on following page) REFERENCES CITED.

The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,938,625 Engels Dec. 12, 1933 1,969,034 Rhodes Aug. 7, 1934 2,040,328 Olson May 12, 1936 8 Number Name Date 2,061,259 sum Nov. 17, 1936 2,100,284 Kriechbaum Nov. 23, 1937 OTHER REFERENCES Advertisement by Sutton Mfg. Co. in the magazine, Yachting (periodical), page 133 of Aug. 1944; Yachting (periodical), page 113 of July 1945, Sutton Mfg. Co. ad. (vol. '78). 

